Turbomachinery Aerodynamics

Prof. Bhaskar Ray

Prof. A M Pradeep
Department of Aerospace Engineering
Indian Institute of Technology, Bombay
Multi Staging and Multi Spooling.
Of Turbine
Lecture No. # 24

We have been talking about various fundamental theories of axial flow turbines. So, by now,
you were aware that axial flow turbines in modern aircraft engines typically in gas turbine
engines in aircraft usage. And of course, those which are used in land based gas turbines
which are indeed much larger.
The all turbines that are used axial turbine that are used essentially multi stage turbines. That
means, there are more than one stage lined up one after another just like, multi stage
compressors to supply sufficient amount of aggregate power to the compressors. Now, in case
of land based gas turbines the entire power that is generated by the multi stage turbine is used
in compressors or for taking out power for great power generation electrical power
generation.
In case of air craft engine, the multi staging is done for number of purposes it is still as to
supply power to the compressor. It can also supply power to the propeller as it used to do in
the earlier days of gas turbine plus propeller that is turboprops many of which of course, are
indeed still around and then, of course, it supplies power to the fan or the big fan as most of
the present aero engines are which, are turbo fans.
So, turbines actually supply power to all of them the propellers the fans the compressors and
in the process of this supply of power it is necessary that certain amount of aggregate power
is indeed created by the turbine and when that aggregate power creation requirement is more
than a certain amount you have to go for multi staging.

Now, in terms of our understanding we may say that there are certain criterian related to the
gas turbine parameters that, we have been talking about the pressure ratios of compressors
and turbines that, we have been talking about and with reference to those parameters. We can
say that certain numbers once they are exceeded, we would need to go for multi staging.
Today, we will also be looking at multi spooling. Now, multi staging and multi spooling are
two different things, you can have a multi stage turbine which is a single spool turbine on the
other hand you can have multi spool turbine which, have to be necessarily multi stage, but
multi spool as we have seen in case of axial compressors.
They are two different groups of compressors running on two shafts at different rotational
speeds are rpms. Now, that requires a different mechanical arrangement to be introduced into
the overall engine configuration. So, that obviously, requires for more people to agree to the
business of multi spooling.
So, we will be talking a little about multi spooling also in todays class as part of multi
staging and we shall also talk a little about how this multi spool arrangement of turbines
needs to be fundamentally match to the multi spool or multi stage compressors. When you
having multi spooling each spool independently needs to be match to the corresponding
compressor and we will have a quick look at the fundamental relations or fundamental
considerations that go into that matching between compressor and turbine to effect finally
multi spool arrangement.
So, these are the things that we will be doing in todays class that is multi staging and multi
spooling there are number of criterion or considerations based on which multi staging and
multi spooling is normally adopted for modern axial flow turbines which are normally part of
a overall gas turbine engine let us look at some of these fundamental considerations that go
into adoption or selection of multi stage configuration for axial flow turbines.
(Refer Slide Time: 05:30)

So, the considerations that normally go into multi staging and multi spooling to begin with let
us look at the multi staging requirements. Normally, it comes from the aggregate amount of
shaft work that needs to be produced. Now, as i mentioned this shaft work includes the work
that needs to be supplied to compressor that work that needs to be supplied to fan and or the
work that, is needs to be supplied to a propeller in case of land based gas turbine engine the
shaft that, needs to be supplied to compressor and work that supply needs to be supplied to
the external power generation unit would have to be supplied from the turbine.
Now, so, the overall work that needs to be done by the turbine needs to be assessed and
computed and on the basis of that the multi staging arrangement needs to be decided upon.
Now, to begin with if the turbine power ratio requirement is more than two point five and in a
modern one a little more than three typically multi staging would be resorted to because, a
single stage turbine can give you pressure ratio or pressure drop of the order of two point five
and you can probably stretch it to three, but anything more than that, typically he would need
to in a commercial engine he would need to resort to multi staging.

On the other hand the compression ratio over the years of gas turbine engines have kept on
increasing and as a result to supply that much of aggregate power to run a multi stage
compressor multi staging of turbine has also become, inevitable specially in the aero engines
and more. So, in the land based gas turbine engines which are any way much bigger than the
aero engines and they are getting bigger and bigger and bigger and in them multi staging is
almost an inevitable result of the present configurations.
Now, the number of stages of course, would have to be a round number an integer and that is
to be decided by the state of art of the turbine design. In the sense the first stage is you know
in the aero engines typically likely to be cool turbine. So, it may take you know more
pressure ratio or work done in the following stages they may not be cool in which case they
may do lesser pressure ratio or pressure drop and the work done. So, the split between the
stages would have to be decided and integer numbers of stages would have to be decided
upon. So, that you have one two or three stages in which the total amount of work is
accomplished.
(Refer Slide Time: 08:38)

So, this is how multi staging is typically resorted to now, let us take a look at why and how
multi spooling is done now multi spooling is necessary. If the compressors, have split in more
than one spool most of the modern engines actually are two spool engines two shaft engines
there are of course, quite a few which are already three shaft or three spool engines. Now, the
spooling is something which is decided by the engine designer or engine configuration, and
as we have done before and as we have mentioned before in case of compressors that the two
spools run at two completely different rpms.
For example, one of the spools may be running at seven thousand rpm and another spool may
be running at ten thousand rpm. If it is a military engine, the one of the spools may be
running at ten thousand rpm the other one may be running at sixteen thousand rpm.
So, this is something which is decided by the engine designer and then a certain amount of
matching between the turbine and the compressor is necessary spool wise to decided upon the
split of work the split of pressure ratio and of course, the speed of the rpm at which each of
these, individual spool should be running. So, that is something which is decided in a much

larger manner bringing into reckoning the design and the features of the compressor or for
that matter if it is going out to an external generator. So, those things would have to be
decided taking into account units other than the turbines as well now, if you you if you have a
turboprop engine which is a gas turbine plus a propeller to power an air craft a multi spooling
is often necessary or resorted to. So, that the propeller has ah a set of turbines or at least a
turbine to supply power to the propeller through normally, a gear box. So, when the particular
shaft is hooked to a gear box it is speed would have to be controlled through the gear box to
supply it lower rpm to the propeller now this is an arrangement which is typically, necessary
for turbo prop engines and this allows the other spools; that means, the turbine compressor
combination to run at a different rpm normally at a higher rpm and as a result as we have seen
before you can have a spool of turbine compressor and combustion chamber which is often
called the core of the engine.
So, that allows the spools to run at different speeds and it allows a core engine to be
configured or decided upon which, is a combination of compressor turbine and combustion
chamber. So, some of these are decided upon not only by the turbine designer but, by the
engine designer and taking into account many factors that come into the engine design.
Now, most of the modern aero engines are indeed actually, at least two spools there are
actually very few one spool engine. These days very small engines can be one spool, but
moment it acquires a certain size most designers would like to go for two spool it has a
number of inherent advantages.
One of the thing that we have talked about while talking about compressors is that if you run
one of the spools at a lower spool notably the first set of compressors that, is the low pressure
compressor at a lower rpm and then allow the second set of compressor that, is the hp or high
pressure a spool to run at a higher speed then the high pressure compressor can supply
compression at in a study manner and deliver it to the combustion chamber. Now, that spool
of compressor would have to run by the high pressure turbine which, takes the gas straight
from the combustion chamber and then runs it at a high speed.
So, the combination is that the inner turbine and the inner compressor of a gas turbine engine
run at high speeds and at a steady high speed where, as the outer spool that is of the
compressor and of the turbine that is the front set of compressors and the rear set of turbines
run at a lower speed. Now, front set of turbines do actually, have to face as we have discussed

the some of the non uniformities and some of the changes of that mass fear from which the
air is coming into the compressor. Similarly, the rear set of turbines or the lp turbines would
have to face the varying changes of the gas state as it is going through the nozzle and to the
atmosphere. So, the rear set turbines are also kind of subject to certain change of state from
the rear of the engine. So, from the front of the engine and from the rear of the engine certain
changes of the state of the air or gas is probably inevitable and as a result of which the these
stages if they are on at a some at a lower speeds and then brought to the control through a
control mechanism or control algorithm to steadier or safer speed operating conditions then,
you have a better control over the engine operations to ensure that at no stage either the
compressor or the turbine gets into any kind of operational problems.
So, those are the issues based on which normally spooling is done. So, spooling is typically
something which is also related to engine controls and something which you may have done.
In other courses, and those controls would invariably then come into blade in control of the
spools which are controlled independently which need to be controlled independently.
So, that is about spooling and multi spooling of the engines and multi spooling of turbines as
we are talking in todays lecture let us take a look at some of the standard engines.
(Refer Slide Time: 15:38)

what we see here now, is a single spool engine with a multi stage turbine. So, we have one
spool on which the compressors and the turbines are mounted. Now, as you can see here the
compressor consists of a two stage axial compressor then, centrifugal compressor a single
stage which delivers to combustion chambers which delivers to the turbine and this is a two
stage turbine configuration. But, both are mounted on a single shaft spool. So, as a result of
which this is a first step towards multi staging of turbine, but it is still on a single spool which
is running both set of compressors here one set is actually [ax/axial] axial compressor and
other is actually a centrifugal compressor and this is a kind of configuration which is very
popular typically with turbo shaft engines which are used in in helicopters and they run of
course, at very high rotational speeds or rpms of the order of twenty five a thirty forty
thousand rpms.
So, this is a kind of configuration that is used in certain kind of engines and as i mentioned,
notably in the turbo shaft engines which does have a multi stage arrangement of turbines, but
they could possibly be on the single shaft.

(Refer Slide Time: 17:14)

On the other hand, if you look at this configuration in which you have two multi stage
turbines two stages. One is ah a single stage hp and another is a single stage lp. So, you have
a two stage configuration, but they are on two different spools. So, one is on one rotor over
here and that, is on a one spool and second one is another rotor over here which is on a
different spool. So, if this is a multi stage infact indeed a two stage, but a two spool turbine
layout this is used this particular picture is from a military engine which actually, which
means that one spool or that is one stage or hp stage actually supplies power to the hp
compressor set which may be a multi stage compressor and then the lp turbine which is again
a single stage turbine supplies power the entire power to a lp stage of compressors of this
particular engine.
So, and as is shown here just as you know aside this engine has a little bit of a bypass. So,
this is the bleed air or the bypass air that is going passed to the turbine and not getting into the
turbine.

So, we can have a two stage turbine which is a two spool turbine and two stage turbine
which, is single spool turbine. So, those are the possibilities that engine configuration and
engine designer would have to be involved with the decision making whether, it should be
multi stage multi spool or whichever way the decision needs to be taken.
(Refer Slide Time: 19:10)

And this is ah a very large aero engine which actually is a three spool civil aircraft engine
and what is shown here is very large number of turbines. This is of course, a combustion
chamber where the gas is created the fuel is burned and then this supplies into of course, the
hp turbine as we know the high pressure turbine which produces very large pressure rises and
then, it goes into another set which in this particular configuration would be called or is
normally, called intermediate pressure turbines or ip turbines that is a set of about three
stages.
And then finally, it goes through the low pressure turbines or lp turbines. So, it has three
spools and this is one shaft this is the second shaft and this is the third shaft. So, it is a three

shaft or three spool civil aircraft engine normally, a very large civil aircraft engine used for
large aircraft. So, there are quite a few of them they are not in majority as yet.
One of the problems of course, the three spools is that you need to have control over all the
three spools. So, you need mechanical and good control system to effects control over all the
three spools in a desired manner. So, three spools is actually a very futuristic concept and it is
probable in future we might see more and more engines that are three spool engines.
(Refer Slide Time: 20:54)

Now, if we have we are looking at multi staging one of the first problems that multi staging
would through up is, how to create the flow track of this multi stage configuration. We have
just seen that you have all kinds of flow track starting from here from the delivery of the
combustion chamber and this flow track has to be designed ok.
Now, we will be talking in a separate lecture on how the blades or design. So, design of
blades turbine would be taken up in a separate lecture, but today we will just have a quick

look at how this flow track is indeed decided upon or design. Because, as you can see this
flow track can be something which, is which has a strong bearing on the aero dynamics of the
flow through the turbines.
So, the simplest way of looking at it is it is a part of a cone which has a subtended angle of
twice gamma and then, this is decided by the change of height of the rotors and stators rotors
are called stators are also called nozzles. So, you have nozzle rotor nozzle rotor it is a multi
stage arrangement and this is presumably hp turbine and this is a lp turbine set and in
between there is a little bit of gap where there is nothing and no blades.
So, we have multi stage simple configuration in which the middle or the mid height remains
constant radius. So, it is a constant means radius flow track design which is again the simplest
and that is what people use to do in the early days of gas turbine design is the simplest thing
to actually get into your design.
Now, what it says is that if you take it as a simple part of a cone then, all you have to decide
is what the cone angle should be and this cone angle can be deduced from the various sizes
and the shapes of the turbines. So, we have the shape size of the actual length of the entire
turbine multi stage arrangement and as you can see here that is going to come into picture in
deciding what this conical angle should be and then of course, the number of stages would
have to be decided as we have done in the previous lectures the number of stages would have
to be decided by certain aero thermodynamic considerations.
And once you have decided number of stages then you have to decide the spilt of number of
stages into hp and lp and then take some kind of decisions on what should be the gap between
hp and lp and then off course, you have the actual length of each turbine row of blades.
So, you have nozzle actual length rotor axial length of each stage. So, all of it put together
and then off course, you need to decide what should be the gap between the rows of blades
that is delta s. So, all of it put together gives you the total s or the length of the entire turbine
and h one is the first height let us say annulus height of the entry stage and h two is the exit
height of the entire multi stage configuration.
So, when you put all of them together you get a certain tan alpha which can be deduced from
this relationship some are in between we have used a zp which, comes out of the z which is
number of blades number of stages and it gives some value of zp which is two z minus one.

So, when you put this simple geometric or trigonometric relationship you get a conical angle
tan gamma which straight forward conical shape two in case or accommodate this multi stage
configuration. So, that is a simplest way of configuring the flow track of a multi stage
turbine.
(Refer Slide Time: 25:23)

Now, the other thing that does happen is flow through the blades is non axial and it you know
it goes something like, this it goes to the rotor like this as you can as we have done before as
a change of area from a to be there is acceleration. Here, then it goes out enters the rotor and
again there is a change of area from c to d. So, this is nozzle this is rotor and in a multi stage
you have another nozzle then you have another rotor. So, more number of stages you have
more you have nozzles and rotors nozzle and rotors and in each of them the flow goes
through this kind of turning. So, the gas flow coming from the combustion chamber executes
this turn huge turn as we have done in the earlier lectures then takes a another fairly large turn
to the rotors does the work or gives up a lot of energy to the rotating sharp gets into the next

row of nozzles again takes a huge turn and a large acceleration then, gets into the next rotor
and it takes a huge turn gives up again a lot of energy and makes the rotor rotate.
So, that is how the flow proceeds through the individual rows of blades which are nozzle
rotor nozzle rotor and more the number of stages you have more the number of nozzle and
rotors you have and the flow would proceed along this manner through each of these rows or
blades.
Now, you have to remember that this happening is varying from root to tip. So, the amount of
turning it does in each row of blade whether nozzle or rotor would be actually, varying from
root to the tip of that particular blade so.
The fundamental aerodynamic parameter actually, is variable from root to the tip of each
single row or blades. So, if you look at the earlier diagram each of these rows or blades has
varying kind of turning and that, turning is varying from root to the tip of each blade ok.
So, this is happening inside a turbine and hence, the turbine designer needs to have very good
idea about what is happening in terms of aerodynamics or simple gas dynamics and he has to
invoke all the aerodynamic and gas dynamic theories to analysis the flow and finalizes
design.
(Refer Slide Time: 28:05)

The axial flow track in a [mo/modern] modern multi stage also goes through not the kind of
simple cone that we looked at it often goes through this kind of a curved or curvilinear
passage. We of course, no from simple continuity condition that the flow has to have a
expanding flow track or diverging flow track that diverging flow track is likely to be a curved
diverging flow track.
So, you have stator rotor stator rotor stator rotor etcetera it may finally, have ah exiting stator
or it may not have it depends on the turbine designer many turbine designers. Normally, may
not like to have another stator over here another exit guide vane if, we can sometimes the
engine design may force him to have exit guide vane over here as i shown here in s four and
then off course, it goes into the passage which finally, in case of aero engine would go into
the nozzle that creates thrust.
So, this curvilinear passage of flow first through the blades like, this in comes in goes like
this and then goes like this it is a lot of curvature it executes at a particular radial station if
you take a cut and then, if you look at side way it goes through a passage like this. So, the

flow is executing a very complex curvilinear passage through the turbine blades before, it is
exiting the turbine and going either into exhaust or into the nozzle. So, this needs to be
analyzed in great detail before you have some idea about the aerodynamics and the
complexity of aerodynamics of the turbine in which you require to create turbines of
reasonably competitive aerodynamic efficiency.
(Refer Slide Time: 30:17)

So, the multi stage flow analysis needs to be done. So, you need to do a flow track design
which comes from as i mentioned ah a continuous application of continuity condition which
will keep giving you the values of you know the heights or the annulus areas at each of those
stations. So, you can calculate the values of pressures and temperatures of each of those
stations after a nozzle after rotor after nozzle after rotor etcetera etcetera and then, that will
allow you to calculate the density you also need to take a call on the axial velocity and then if
you do that you apply the continuity condition and then each of these stations you have your

annulus area which then knowing what the mid or median radius is or median diameter is you
can then calculate the annulus height.
So, that is how you get the height of the blades from simple continuity condition application.
So, first thing is you need to create the flow track by indeed applying the continuity condition
in which you have to take a call you have to take a decision about what should be your axial
velocity each of those stages and then of course, that will allow you to create a smooth flow
track you need to have a smooth flow track you cannot have a flow track that is exact we
have seen that in case of compressors also.
Now, the flow tracks are modern compressor are generally you know curved the way i
sho[wed]- showed in the last slide and the flow through the blades is you know curvilinear
through the blades. So, this requires the application of three d flow analysis techniques.
So, flow is indeed naturally through the turbines highly three dimensional in nature. So, you
need to apply three dimensional flow analysis techniques to you know analyze the flow and
then finalize your design of the turbines.
(Refer Slide Time: 32:31)

So, the modern turbines are analyze indeed through three d flow analysis techniques and then
you need to apply three d cfd techniques analytical techniques that are available or whatever,
is made available to you simple two dimensional analysis would fall short of the requirements
of modern turbine design.
So, three d analytical techniques would need to be adopted very vigorously for modern
turbine design.
(Refer Slide Time: 33:02)

So, this is the look at the modern you know multi stage multi spool turbine in which you have
a hp which itself is a multi stage affair and then, you have a lp which again is another multi
stage affair. So, and in between as you can see there is a large inter spool duct or gap which is
created during which as you can see the flow actually has move from ah median radius which
was here a lower radius it has move to higher median radius and it is continuously moved to a
higher mid radius which of course, tells you very quickly that this designer wanted to
continuously upgrade is value of u are u mean of each turbine as you know the rotating speed
gives you the blade speed and that blade speed. If you can, upgrade it to higher values. So,
the blade speed here could be much higher than the blade speed here and this holes spool is
running at the same speed. So, blade the the average blade speed here is substantially here. In
fact, as you can see in this particular picture the mean here is well above the tip here. So, the
u mean here is substantially higher and that was indeed the intension of this particular
designer.
On the other hand in hp were the mean radius here is much lower substantially lower than
even the first stage over here; However, the hp turbines normally runs at much higher or pm

as we have discussed before and as a result it is entirely possible that the blade speed of hp
turbines is at least of the same order as the blade speed of lp turbine or the last lp turbine. If
not actually, a a little higher as i mentioned the two spools run at substantially or significantly
different rotating speeds in which case the mean speed of the last turbine and the mean speed
of the first turbine may actually, be almost of the same order even though they are at a
different radial setting. So, that is how the ah engine designer configures the entire multi
stage and multi spool turbine.
(Refer Slide Time: 35:38)

One of the thing, which i have mentioned is you need to do a compressor turbine matching
and. So, this is just a very quick you know block diagram matching if you have, a single
spool you have to match this compressor with this turbine if you have two spool, ah engine
you have to match this compressor with this turbine and then the hp compressor with hp
turbine. So, this is your hp spool this is your lp spool and this is your intermediate that is
station one two between lp and hp and three four is the intermediate station between hp and

lp turbine. So, this is the how the spooling is normally to be done in a overall gas turbine
environment.
(Refer Slide Time: 36:28)

Now, if you have a two spool high bypass turbofan what happens is one spool that is the hp
compressor and the hp turbine spool would remain as we saw in the last one where as the lp
turbine spool would end up running a set of lp compressors and a very large fan which is part
of the turbo fan configuration which produces as you know a cold thrust.
So, the lp turbine has a lot of jobs to do and as a result of which it would actually, be
supplying a large amount of aggregate shaft power to the combination of this fan and
compressor one can probably make a guess that, this is what this particular turbine is doing
this large turbine is a you know it has to one two three four stages of turbines they are
essentially supplied power to a combination of compressor and a large fan in a turbo fan
configuration.

(Refer Slide Time: 37:34)

Now, the single pool spool power that is produce by the turbine has to be match with that of
the compressor now, this is the work matching between this is the left hand side is the
compressor work right hand side is the turbine work and this is what actually gives you the
finally, the matched compressor turbine configuration.
(Refer Slide Time: 37:56)

Whereas, If you have a two spool configuration, the matching has to be done ah spool wise.
So, hp turbine compressor as to match with the hp turbine ah work khp is ah a parameter that
is been created essentially a thermodynamic parameter to stand for this pressure ratio we saw
that in the earlier one also which is nothing, but a parameter that takes care of the temperature
ratio across the turbine.
So, basically it is a work matching between the turbine and the compressor which gives raise
to the hp balanced matched turbine compressor configuration then, you have to do the same
thing separately for lp. So, you have to match the work done by the compressor and the
turbine and you get again another matching parameter klp as you got earlier in case of khp.
So, this gives you this is called an often a matching parameter and this finally, gives you the
matched values of compressor and turbine work done from this matching you can actually
then, figure out what are the matched values of compressor and turbine pressure ratios at that
matched design point. So, that matched point is indeed the design point and at at that design
point you from here you can find out what is the matched compressor ratio and what is the

matched turbine expansion ratio for which the compressor lp hp and then turbine hp lp would
have to be designed separately by the compressor designers and by the turbine designers.
So, this is how the configuration is finally, arrived at before the blade design is indeed taken
up. So, this matching is an essential part of compressor turbine design and this has to be done
before you actually embark on compressor or turbine design.
(Refer Slide Time: 40:07)

Just to take a look at the fact that, if you have a multi stage turbine you have to match those
two spools. So, we were talking about compressor turbine matching you have to match the
two spools. So, you have to match hp turbine with lp turbine now this graph gives you an idea
what happens, when you have a matched hp and lp turbine this is post facto; that means, after
they have been designed and their characteristic maps have been created. So, this is your hp
turbine characteristic ah you know this solid line and then, this is the exit of the characteristic
this we normally, give it by the you know entry characteristic, but you can draw an exit
characteristic. So, let us say this is an your design operating point which you can now extend

to this exit characteristic point of the hp turbine and then, from there you can proceed from
here on to the lp turbine and this is your lp turbine characteristic on the basis of its entry
conditions and you get this characteristic point on the lp turbine which now as you can see as
a good operating point because, this flat zone over here and indeed this flat zone over there as
you have discussed in the earlier lectures actually, correspond to choked flow condition that
is a steady turbine operating conditions. And then of course, you can you know extend that to
the exit condition of the turbine lp turbine which you may like to extend later on to matching
with the nozzle if it is an aero engine or if if there is another stage after this suppose in this is
lp turbine you have to match that with the lp turbine. So, you can extend this to whatever, the
component is the following and then try to do the matching on this characteristic map.
So, this is how the two spools of the turbines need to be matched before you have set upon
the detailed design of the turbine.
(Refer Slide Time: 42:16)

This is just a quick look at what could be possible three spool high bypass turbofan engine as
you can see here we have three spools this is the inner most spool of hp compressor and hp
turbine in between off course, you have the combustion chamber and then you have the
intermediate spool of intermediate turbine which runs the intermediate compressors. So, the
compressors here are separated from the turbine from the big fan and the big fan is
independently run by another set of turbines lp turbines which are the outer most turbines. So,
outer most turbines run the outer most compressors or big fan and the intermediate ones run
themselves and the inner most compressor and turbine run each other. So, this is how the
three spool configuration is typically made and we saw three spool engines a little earlier a
picture of which indeed is based on this kind of spooling.
(Refer Slide Time: 43:20)

So, we can say that the compressor turbine spool by spool matching needs to be done very
meticulously and this need to be augmented in actual operation by various engine control
systems. So, more spools you have more complicated control systems you need to create. So,

this is and of course, mechanically you are making a system more and more complex. So, this
is something which the engine designers would have to decide. So, there are some companies
who are comfortable going to three spool they are comfortable with the mechanical
complexity and the control system complexity where as some others are more comfortable
with the two spool configuration and are finding various two spool variants to kated to large
engine requirements. So, it is a it is up to the particular company to decide what they are
comfortable with in terms of the state of art of technology.
So, you need to do all the things matching of compressor turbine matching between the
spools. Before, you have a whole multi spool multi stage arrangement of the entire engine.
So, this is how multi staging and multi spooling is indeed done.
In the next class, we will be talking then about three d flow theories for turbine blade as we
know as we have just seen you have to have good three d flow theories. So, we will be
talking about the three d flow theories in the next lecture in relation to axial flow turbines.